Friedrioii august bruggemann



(No Model.)

F. A. BRUGGEMANN. VALVE APPARATUS FOR AUTOMATIC VAUUUM BRAKES.

Patented Dec. 11

away/$07? zig'zazblufznyyemnm a A y fi II UNITED STATES PATENT OEEIcE.

FRIEDRICH AUGUST BRUGGEMANN, OF AIITONA, NEAR lIAMl-EI'RG, GERMANY.

VALVE APPARATUS FOR AUTOMATIC VACUUM-BRAKES.

SPECIFICATION forming part of Letters Patent No. 394,330, dated December 11, 1888.

Application filed December 22, 1887. Serial No. 258,706. (No model.) Patented in England November 25, 1887, No. 16,246.

To all whom it may concern.-

Be it known that I, FRIEDRICH AUGUST BRIIGGEMANN, a citizen of Germany, residing at Alton a, near llamburg, now at Breslau, Silesia, in the German Empire, have invented a new and useful Valve Apparatus for Automatic Vacuum-Brakes, (patented to me in Great Britain November 25, 1887, No. 16,246,) of which the following is a specification.

My invention relates to improved valve apparatus for admitting air into automatic vacuum-brake cylinders; and it consists in the features of construction and combination of devices hereinafter described and claimed.

The said apparatus is shown in vertical section at Figure l. of the accompanying drawings. Fig. 2 shows a section at right angles to Fig. '1; Fig. 3, av plan with the cover and diaphragm removed, and Fig. 4 shows the combination of the apparatus with a brake-c vl inder.

The apparatus consists of a casing, C, fixed or formed upon the train-pipe T, and containing, first, two valves, Y Y, of which V closes the communicatioi1. T between the train-pipe T and the passage B, leading to the brake-cylinder, while V closes a communication between a passage, ll, leading to the brake-cylinder, and the interior of the valve-box G which communicates with the outer atmosphere; secondly, the casing contains a flexible diaphragm, l), situated in a chamber, C, communicating on one side of the diaphragm, first, with the train-pipe T through a passage, T, and, secondly, with the outer air through a passage, T on the other side of the diaphragm. The chamber C communicates, first, with the passage B, and, secondly, with the perforated box 0 of the valve V through a passage, 0, into which projects astem, \Y, on a weight, V, resting upon the diaphragm.

The check-valve V is so arranged as to allow air to pass from the brake-cylinder into the train-pipe T, but to prevent the air from passing from the train-pipe into the brakecylinder, so that air can only enter the latter directly from the outer atmosphere.

The check-valve V closes the communication between the outer air and the brake-cylinder, while this is exhausted through the train-pipe being caused to close on its seat both by its own weight and by the excess of external atmospheric pressure.

\Vhen the train-pipe is exhausted, the space under the diaphragm I) is also exhausted through the passage T, and consequently the diaphragm is pressed down so as to close the opening of passage T both by the excess of atmospheric pressure and by the weight \V acting on its upper side. If,now,air-pressure be admitted into the trai n pipe, the diaphragm I), which was subject to exhaust on both sides, will now be subject to pressure on its under side through passage T, whereby it will be raised off its seat against the downward pressure of the weight W. By this means, first, full atmospheric pressure will be admitted through passage T to the bottom of chamber C, and will pass thence directly into the train pipe T through passage T, and, secondly, the stem \V will raise the valve Y from off its seat, thus admitting t'ull atmospheric pressure throtgh the top of chamber and passage B B into the brake-cylinder. The diaphragm D, and consequtmt-ly, also, valve V, will remain in the raised position until the air-pressure on both sides of the diaphragm is equalized, whereupon the diaphragm will be pressed down on its seat again by the weight \V and \V, thus closing the air-passage T and also allowing the valve Y to close.

The brake-cylinder may be constructed in the usual manner to apply the brakes by the exhaustion of air from the cylinder, or by the admission of air after exhaustion. I there fore do not deem it necessary to more fully illustrate the brah e-cylinder.

Having thus described my invention, what I claim is 1. In a valve apparatus for automatic vacuum-brakes, the combination, with the trainpipe T, of the casing C, having the passages T T T, passages B B, chamber 0, passage C and perforated valve-box the valve V between the passages T and .B, the flexible valve-acting diaphragm I), located in chamber C over air-passage T the weight IV on the diaphragm, having the stem \V extending into the passage (1, leading to the perforated valve-box, and the upward-ly-opening valve V in the said valve-box, substantially as described.

2. In valve apparatus for automatic vacj uum-brakes, the combin ation of a check-valve,

V, in the passage leading from the train-pipe to the brake-cylinder, which prevents air from passing from. the former into the latter, a valve, V, closing a communication between the outer air and the brake-cylinder, and a diaphragm, D, in a chamber communicating on one side with the train-pipe and on the other side with the chamber of the valve V and with the brake-cylinder, the effect being that when air is exhausted from the brake-cylinder through the train-pipe the valve V is open and the valve V is closed, while when airpressure is admitted into the train-pipe the "alve V is closed and the diaphragm D is moved, so as to raise the valve V and admit the outer air into the brake-cylinder, substantially as described.

3. In valve apparatus for automatic vacuum-brakes, the combination of a chamber or passage, T, communicating with the brakepipe and with a passage, 13, leading to the brake-cylinder, such passage being provided with a checlevalve, V, a chamber, 0', with diaphragm D, communicating on the under side with chamber T by a passage, T, and on the I upper side, first, with a chamber, C open to 1 the atmosphere and containing a check-valve, V, and, secondly, with a passage, B, leading both to the brake-cylinder and to the chamber T, the diaphragm D being provided with a stem which on rising opens valve V, so as to admit the outer air to the brake-cylinder.

4. In valve apparatus for automatic vacuum-brakes, a chamber, C, containing a diaphragm, D, communicating on its upper side with the brake-cylinder and with the atmos phere through a check-valve, V, which is raised by the rising of the diaphragm, so as to admit air to the brake-cylinder, the under side of the diaphragm being in communication with the brakepipe by a passage, T, and with the atmosphere by a passage, T which passage is closed by the diaphragm when the brake-pipe is exhausted of air, substantially as described.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, this 3d day of December, A. D. 1887.

FRIEDRICH AUGUST BRT 'G GEMANN,

\Vitncsses:

L. GARRELS, J on. PAHL. 

